Charlie and others,

I've attached an EXCEL file which may have answers to the questions Charlie 
presented.

In particular, the information may be of interest to those tuning their mixture 
correction tables in the staging region.  There is also data that would be of 
interest to those using fuel flow rate or fuel totalizing instrumentation that 
is based on injector pulse integration.

Steve Boese



-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf 
Of Charlie England
Sent: Friday, October 01, 2010 2:10 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] My favorite takeaway from the KY flyin: potential 
efficiency improvement

  The thing that made the biggest impression on me wasn't the
(excellent) SAG research, but a little tidbit shared by Doug during his
dyno presentation. It, like the SAG question, didn't have a final
answer, but I suspect that it has the potential for improved cruise
efficiency.

Doug mentioned that they saw the repeatable effect of increased power
when they disabled *either* the leading or trailing injectors. I have my
own idea about why they saw that, but I'm hopeful that there will be
some discussion & eventually, a proven way to increase cruise efficiency.

Questions for Doug & Steve:
When this was tested, did measured fuel flow change when the injector
pair was disabled & rpm went up?
Did you by any chance try to duplicate the effect while in cruise flight
by flying on 1 pair of injectors?

As I mentioned to Steve in a hurried conversation Sunday morning, I have
a suspicion of why it's happening but I'd like to see more research. If
the effect turns out to be consistent across multiple installations,
there could be an easy efficiency improvement on the table, waiting to
be picked up & used.

Charlie

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